Semi-weekly newspaper from Seminole, Texas that includes local, state, and national news along with extensive advertising.

Semi-weekly newspaper from Livingston, Texas that includes local, state and national news along with advertising.

The use of Diesel engines has strongly increased during the last years and now represents 40% of the sales in Europe and up to 50% of the number of cars in circulation for some countries. This success is linked not only to the economical aspect of the use of such vehicles, but also to the recent technological improvements of these engines. The new technical solutions (high pressure direct injection, turbocharger) have indeed allowed the increase of these engine performances while decreasing their fuel consumption, pollutant emissions and noise level. From an environment point of view, Diesel engines are nevertheless penalized by their particulates and NOx emissions. The study and the treatment of the particulate, highly criticized for their potential impact on health, are the subject of numerous works of characterizations and developments. PSA Peugeot Citroen has recently (2000) launched its particulate filter technology on several types of vehicles (500,000 vehicles with DPF have been sold today). In order to evaluate the durability of this technology over a long period of time, a study program has been set-up by ADEME (French Environmental Agency), IFP Powertrain, PSA Peugeot Citroen and Taxis G7 (a Parisian taxis Company). The objective is to study the …

Plasmatron reformers are being developed at MIT and ArvinMeritor [1]. In these reformers a special low power electrical discharge is used to promote partial oxidation conversion of hydrocarbon fuels into hydrogen and CO. The partial oxidation reaction of this very fuel rich mixture is difficult to initiate. The plasmatron provides continuous enhanced volume initiation. To minimize electrode erosion and electrical power requirements, a low current, high voltage discharge with wide area electrodes is used. The reformers operate at or slightly above atmospheric pressure. Plasmatron reformers provide the advantages of rapid startup and transient response; efficient conversion of the fuel to hydrogen rich gas; compact size; relaxation or elimination of reformer catalyst requirements; and capability to process difficult to reform fuels, such as diesel and bio-oils. These advantages facilitate use of onboard hydrogen-generation technology for diesel exhaust after-treatment. Plasma-enhanced reformer technology can provide substantial conversion even without the use of a catalyst. Recent progress includes a substantial decrease in electrical power consumption (to about 200 W), increased flow rate (above 1 g/s of diesel fuel corresponding to approximately 40 kW of chemical energy), soot suppression and improvements in other operational features.. Plasmatron reformer technology has been evaluated for regeneration of NOx …

It is clear from numerous energy/economic modeling exercises that addressing the challenges posed by global climate change will eventually require the active participation of all industrial sectors and all consumers on the planet. Yet, these and similar modeling exercises indicate that large stationary CO2 point sources (e.g., refineries and fossil-fired electric power plants) are often the first targets considered for serious CO2 emissions mitigation. Without participation of all sectors of the global economy, however, the challenges of climate change mitigation will not be met. Because of its operating characteristics, price structure, dependence on virtually one energy source (oil), enormous installed infrastructure, and limited technology alternatives, at least in the near-term, the transportation sector will likely represent a particularly difficult challenge for CO2 emissions mitigation. Our research shows that climate change induced price signals (i.e., putting a price on carbon that is emitted to the atmosphere) are in the near term insufficient to drive fundamental shifts in demand for energy services or to transform the way these services are provided in the transportation sector. We believe that a technological revolution will be necessary to accomplish the significant reduction of greenhouse gas emissions from the transportation sector. This paper presents an update …

A 1.9L turbo direct injection (TDI) diesel engine was modified to achieve the upcoming Tier 2 Bin 5 emission standard in combination with a NOx adsorber catalyst (NAC) and a diesel particulate filter (DPF). The primary objective for developing this test bed is to investigating the effects of different fuel sulfur contents on the performance of an advanced emission control system (ECS) in a light-duty application. During the development process, the engine-out emissions were minimized by applying a state-of-the-art combustion system in combination with cooled exhaust gas recirculation (EGR). The subsequent calibration effort resulted in emission levels requiring 80-90 percent nitrogen-oxide (NOx) and particulate matter (PM) conversion rates by the corresponding ECS. The strategy development included ean/rich modulation for NAC regeneration, as well as, the desulfurization of the NAC and the regeneration of the DPF. Two slightly different ECS were investigated and calibrated. The initial vehicle results in an Audi A4 station wagon over the federal test procedure (FTP), US 06, and the highway fuel economy test (HFET) cycle indicate the potential of these configuration to meet the future Tier 2 emission standard.

Many solutions to meeting the 2007 and 2010 diesel emissions requirements have been suggested. On board production of hydrogen for in-cylinder combustion and exhaust after-treatment provide promising opportunities for meeting those requirements. Other benefits may include using syngas to rapidly heat up exhaust after-treatment catalysts during engine startup. HydrogenSource's development of a catalytic partial oxidation reformer for generating hydrogen from ultra-low sulfur diesel fuel is presented. The system can operate on engine exhaust and diesel fuel with no water tank. Test data for hydrogen regeneration of a lean NOx trap is presented showing 90% NOx conversion at temperatures as low as 150 degrees C and 99% conversion at 300 degrees C. Finally, additional efforts required to fully understand the benefits and commercial challenges of this technology are discussed.

The Office of Energy Efficiency and Renewable Energy (EERE) leads the federal government's research, development, and deployment (RD&D) efforts to provide reliable, affordable, and environmentally sound energy for America's future. EERE's role is to invest in high-risk, high-value research and development that is critical to the Nation's energy future and would not be sufficiently conducted by the private sector acting on its own. EERE also works with stakeholders to develop programs and policies to facilitate the deployment of advanced clean energy technologies and practices.

Bringing a diesel retrofit product to market involves two primary phases: development and deployment. Critical product development steps include technology selection, system integration, laboratory and durability testing, and regulatory agency verification work. This initial product development phase is then followed by a deployment phase, which consists of building and managing the infrastructure for installation, distribution, service, sales and warranty support. Building relationships with regulators and air quality program developers is also a critical aspect of the deployment process. A successful path to market requires close cooperation between developer, distributor, customer and regulator.

This paper describes work under a U.S. DOE sponsored Ultra Clean Fuels project entitled ''Ultra Clean Fuels from Natural Gas,'' Cooperative Agreement No. DE-FC26-01NT41098. In this study we have examined the incremental benefits of moving from low sulfur diesel fuel and ultra low sulfur diesel fuel to an ultra clean fuel, Fischer-Tropsch diesel fuel produced from natural gas. Blending with biodiesel, B100, was also considered. The impact of fuel formulation on fuel injection timing, bulk modulus of compressibility, in-cylinder combustion processes, gaseous and particulate emissions, DPF regeneration temperature and urea-SCR NOx control has been examined. The primary test engine is a 5.9L Cummins ISB, which has been instrumented for in-cylinder combustion analysis and in-cylinder visualization with an engine videoscope. A single-cylinder engine has also been used to examine in detail the impacts of fuel formulation on injection timing in a pump-line-nozzle fueling system, to assist in the interpretation of results from the ISB engine.

Engines for heavy-duty vehicles are emission certified by running engines according to specified load pattern or duty cycle. In the US, the US Heavy-Duty Transient cycle has been in use already for a number of years, and Europe is, according to the requirements of the Directive 1999/96/EC gradually switching to transient-type testing. Evaluating the in-use emission performance of heavy-duty vehicles presents a problem. Taking engines out of vehicles for engine dynamometer testing is difficult and costly. In addition, engine dynamometer testing does not take into account the properties of the vehicle itself (i.e. mass, transmission etc.). It is also debatable, how well the standardized duty cycles reflect real-life -driving patterns. VTT Processes has recently commissioned a new emission laboratory for heavy-duty vehicles. The facility comprises both engine test stand and a fully transient heavy-duty chassis dynamometer. The roller diameter of the dynamometer is 2.5 meters. Regulated emissions are measured using a full-flow CVS system. The HD vehicle chassis dynamometer measurements (emissions, fuel consumption) has been granted accreditation by the Centre of Metrology and Accreditation (MIKES, Finland). A national program to generate emission data on buses has been set up for the years 2002-2004. The target is to generate emission factors …

Advanced diesel engine and aftertreatment technologies have been developed for multiple engine and vehicle platforms. Tier 2 (2007 and beyond) emissions levels have been demonstrated for a light truck vehicle over a FTP-75 test cycle on a vehicle chassis dynamometer. These low emissions levels are obtained while retaining the fuel economy advantage characteristic of diesel engines. The performance and emissions results were achieved by integrating advanced combustion strategies (CLEAN Combustion{copyright}) with prototype aftertreatment systems. CLEAN Combustion{copyright} allows partial control of exhaust species for aftertreatment integration in addition to simultaneous NOx and PM reduction. Analytical tools enabled the engine and aftertreatment sub-systems development and system integration. The experimental technology development methodology utilized a range of facilities to streamline development of the eventual solution including utilization of steady state and transient dynamometer test-beds to simulate chassis dynamometer test cycles.

The control of NOx (NO and NO2) emissions from so-called ''lean-burn'' vehicle engines remains a challenge. In recent years, there have been a number of reports that show that a plasma device combined with a catalyst can reduce as high as 90% or more of NOx in simulated diesel and other ''lean-burn'' exhaust. In the case of propylene containing simulated diesel exhaust, the beneficial role of a plasma treatment is now thought to be due to oxidation of NO to NO2, and the formation of partially oxidized hydrocarbons that are more active for the catalytic reduction of NO2 than propylene. Thus, the overall system can be most usefully described as hydrocarbon selective catalytic reduction (SCR) enhanced by 'reforming' the exhaust with a non-thermal plasma (NTP) device. For plasma-enhanced catalysis, both zeolite- and alumina-based materials have shown high activity, albeit in somewhat different temperature ranges, when preceded by an NTP reactor. This paper will briefly describe our research efforts aimed at optimizing the catalyst materials for NTP-catalysis devices based, in part, on our continuing studies of the NTP- and catalytic-reaction mechanisms. Various alkali- and alkaline earth-cation-exchanged Y zeolites have been prepared, their material properties characterized, and they have been tested as …

Differences in the lung toxicity and bacterial mutagenicity of seven samples from gasoline and diesel vehicle emissions were reported previously [1]. Filter and vapor-phase semivolatile organic samples were collected from normal and high-emitter gasoline and diesel vehicles operated on chassis dynamometers on the Unified Driving Cycle, and the compositions of the samples were measured in detail. The two fractions of each sample were combined in their original mass collection ratios, and the toxicity of the seven samples was compared by measuring inflammation and tissue damage in rat lungs and mutagenicity in bacteria. There was good agreement among the toxicity response variables in ranking the samples and demonstrating a five-fold range of toxicity. The relationship between chemical composition and toxicity was analyzed by a combination of principal component analysis (PCA) and partial least squares regression (PLS, also known as projection to latent surfaces). The PCA /PLS analysis revealed the chemical constituents co-varying most strongly with toxicity and produced models predicting the relative toxicity of the samples with good accuracy. The results demonstrated the utility of the PCA/PLS approach, which is now being applied to additional samples, and it also provided a starting point for confirming the compounds that actually cause the …

Thermoelectric devices show significant promise for harvesting and recovery of waste heat from diesel engines, exhaust systems and industrial heat sources. While these devices convert a heat flow directly into electrical energy, cooling can be accomplished by the same device with application of a direct current (Peltier effect). Conversion efficiencies of bulk thermoelectric systems, however, are still too low for economical power conversion in diesel powered vehicles and heavy vehicles. Thermoelectric superlattice devices have demonstrated the potential for increased efficiencies and utilization of waste heat. Although reported efficiencies are well above 15%, fabrication costs are still too high for use in diesel engine systems. To realize this efficiency goal of {approx} 20% and power generation in the kWMW range, large quantities of superlattice materials are required. Additionally, if the figure of merit (ZT) of these superlattices can be increased to > 2, even less superlattice material will be required to generate electric power from heat in diesel engines. We report on development of and recent progress in scale up of Si/Si0.8Ge0.2 and B4C/B9C superlattices for thermoelectric applications, and particularly for fabrication of large quantities of these materials. We have scaled up the magnetron sputtering process to produce large quantities of …

Methods of producing non-sooting, low flame temperature diesel combustion were investigated in an optically-accessible, quiescent constant-volume combustion vessel under mixing-controlled diesel combustion conditions. Combustion and soot processes of single, isolated fuel jets were studied after auto-ignition and transient premixed combustion and while the injector was fully-open (i.e. during the mixing-controlled phase of heat release for diesel combustion). The investigation showed that small injector tip orifices could be used to produce non-sooting and low flame temperature combustion simultaneously. The use of small orifices was shown to enable non-sooting and low flame temperature combustion in two different ways as summarized below. A more detailed description of the experimental methods and results is provided in Ref. [1-3]. First, using an injector tip with a 50 micron orifice and ambient oxygen concentrations as low as 10% (simulating the use of extensive EGR), a fuel jet was non-sooting at typical diesel ambient temperatures (1000 K). Second, using the same injector tip at a reduced ambient gas temperature (850 K), but with 21% oxygen, it was shown that non-sooting, mixing-controlled combustion occurred at the lift-off length in a fuel-air mixture with a cross-sectional average equivalence ratio of approximately 0.6-suggesting that the quasi-steady combustion was fuel-lean and …

The challenge for truck engine product engineering is not only to fulfill increasingly stringent emission requirements, but also to improve the engine's economical viability in its role as the backbone of our global economy. While societal impact and therefore emission limit values are to be reduced in big steps, continuous improvement is not enough but technological quantum leaps are necessary. The introduction and refinement of electronic control of all major engine systems has already been a quantum leap forward. Maximizing the benefits of these technologies to customers and society requires full use of parameter optimization and other enabling technologies. The next big step forward will be widespread use of exhaust aftertreatment on all transportation related diesel engines. While exhaust gas aftertreatment has been successfully established on gasoline (Otto cycle) engines, the introduction of exhaust aftertreatment especially for heavy-duty diesel engines will be much mo re demanding. Implementing exhaust gas aftertreatment into commercial vehicle applications is a challenging task but the emission requirements to be met starting in Europe, the USA and Japan in the 2005-2007 timeframe require this step. The engine industry will be able to implement the new technology if all stakeholders support the necessary decisions. One decision has …

NOx emissions from a heavy-duty diesel engine were reduced by more than 90% and 80% utilizing a full-scale ethanol-SCR system for space velocities of 21000/h and 57000/h respectively. These results were achieved for catalyst temperatures between 360 and 400 C and for C1:NOx ratios of 4-6. The SCR process appears to rapidly convert ethanol to acetaldehyde, which subsequently slipped past the catalyst at appreciable levels at a space velocity of 57000/h. Ammonia and N2O were produced during conversion; the concentrations of each were higher for the low space velocity condition. However, the concentration of N2O did not exceed 10 ppm. In contrast to other catalyst technologies, NOx reduction appeared to be enhanced by initial catalyst aging, with the presumed mechanism being sulfate accumulation within the catalyst. A concept for utilizing ethanol (distilled from an E-diesel fuel) as the SCR reductant was demonstrated.

Emissions of diesel engines contain some components, which support the generation of smog and which are classified hazardous. Exhaust gas aftertreatment is a powerful tool to reduce the NOx and Particulate emissions. The NOx-emission can be reduced by the SCR technology. SCR stands for Selective Catalytic Reduction. A reduction agent has to be injected into the exhaust upstream of a catalyst. On the catalyst the NOx is reduced to N2 (Nitrogen) and H2O (Water). This catalytic process was developed in Japan about 30 years ago to reduce the NOx emission of coal-fired power plants. The first reduction agent used was anhydrous ammonia (NH3). SCR technology was used with diesel engines starting mid of the 80s. First applications were stationary operating generator-sets. In 1991 a joint development between DaimlerChrysler, MAN, IVECO and Siemens was started to use SCR technology for the reduction of heavy duty trucks. Several fleet tests demonstrated the durability of the systems. To day, SCR technology is the most promising technology to fulfill the new European Regulations EURO 4 and EURO 5 being effective Oct. 2005 and Oct. 2008. The efficient NOx reduction of the catalyst allows an engine calibration for low fuel consumption. DaimlerChrysler decided to use …

The purpose of this presentation is to address two important issues. The first issue is nationwide availability of urea. The second is assurance by the engine maker that the engine cannot operate without urea. In regard to the first issue, North American urea production can support SCR needs for the Heavy Duty truck industry. The existing distribution methods, pathways and technology could be utilized for urea supply with no new invention required. Urea usage and storage capacity on vehicles would support long distances between tank refills, as SCR could be initially rolled out with a limited infrastructure. The price of urea should be less than diesel fuel and urea SCR should have a fuel economy advantage over competing technologies. It can be in place by 2007. In regard to the second issue, sensor technology exists to monitor urea tank level and verify that the fluid in the tank is urea. NOx sensors are available to monitor tailpipe NOx, ensuring the entire SCR system is functioning properly, and inferring that urea is in the system. The monitoring system could be used to monitor compliance, record faults, and initiate enforcement actions as necessary. The monitoring system could initiate actions to encourage compliance.

This paper reports our efforts to develop an instrument, TG-1, to measure particulate emissions from diesel engines in real-time. TG-1 while based on laser-induced incandescence allows measurements at 10 Hz on typical engine exhausts. Using such an instrument, measurements were performed in the exhaust of a 1.7L Mercedes Benz engine coupled to a low inertia dynamometer. Comparative measurements performed under engine steady state conditions showed the instrument to agree within {+-}12% of measurements performed with an SMPS. Moreover, the instrument had far better time response and time resolution than a TEOM{reg_sign} 1105. Also, TG-1 appears to surpass the shortcomings of the TEOM instrument, i.e., of yielding negative values under certain engine conditions and, being sensitive to external vibration.

Lean NOx adsorber systems are one of the primary candidate technologies for the control of NOx from diesel engines to meet the 2007-2010 US emissions regulations, which require a 90% reduction of NOx from the 2004 regulations. Several of the technical challenges facing this technology are regeneration at low exhaust temperatures and the efficient use of diesel fuel to minimize fuel penalty. A diesel processor system has been developed and tested in a single leg NOx adsorber configuration on a diesel engine test stand. During NOx adsorber regeneration, this fuel processor system performs reduces the exhaust O2 level to zero and efficiently processes the diesel fuel to H2 and CO. Combined with a Nox adsorber catalyst, this system has demonstrated NOx reduction above 90%, regeneration of the NOx adsorber H2/CO pulses as short as 1 second and fuel penalties in the 3 to 4% range at 50% load. This fuel processor system can also be used to provide the desulfation cycle required with sulfur containing fuels as well as providing thermal management for PM filter regeneration.

The trend in environmental legislation is such that primary engine modifications will not be sufficient to meet all future emissions requirements and exhaust aftertreatment technologies will need to be employed. One potential solution that is well placed to meet those requirements is non-thermal plasma technology. This paper will describe our work with some of our partners in the development of a plasma based diesel particulate filter (DPF) and plasma assisted catalytic reduction (PACR) for NOx removal. This paper describes the development of non-thermal plasma technology for the aftertreatment of particulates from a passenger car engine and NOx from a marine diesel exhaust application.

Novel thermodynamic cycles developed by BSST provide improvements by factors of approximately 2 in cooling, heating and power generation efficiency of solid-state thermoelectric systems. The currently available BSST technology is being evaluated in automotive development programs for important new applications. Thermoelectric materials are likely to become available that further increase performance by a comparable factor. These major advancements should allow the use of thermoelectric systems in new applications that have the prospect of contributing to emissions reduction, fuel economy, and improved user comfort. Potential applications of thermoelectrics in diesel vehicles are identified and discussed. As a case in point, the history and status of the Climate Controlled Seat (CCS) system from Amerigon, the parent of BSST, is presented. CCS is the most successful and highest production volume thermoelectric system in vehicles today. As a second example, the results of recent analyses on electric power generation from vehicle waste heat are discussed. Conclusions are drawn as to the practicality of waste power generation systems that incorporate BSST's thermodynamic cycle and advanced thermoelectric materials.